Articulated locomotive



NGV. 22, 1932. c. F. FREDE ET AL 1,888,822

ARTICULATED LOCOMOTIVE Filed Aug. 29. 1927 5 Sheets-Sheet l .ZN VES/v T0725 Nov. 22, 1932. c. F. FREDE ET AL 1,888,822

ARTICULATED LoooMoTIvE Filed Aug. 29, 192'? 5 Sheets-Sheet 2 dr 5W TTG ARTICULATED LOGOMOTIVE Filed Aug. 29. 192'? 5 Sheets-Sheet 3 Q7-'TOEN Nov. 22, 1932.r Q: F. FEDE. ET AL 1,883,322

ARTICULATED LOCOMOTIVE Filed Aug. 29. 1927v 5 SheeiYS-Shev 4 @fg-.9 112g' 10 @TTC Nov. 22, 1932. c. F. FRI-:DE E1' A1. 1,883,322

ARTICULATED LOCOMOTLVE Filed Aug. 29.' 1927 5 Smets-sheet 5 ZAM/EIN TORS Patented Nov. 22, 1932 UNITED STATES rare-Nr Aora-"1er:

CHARLES F. FREDE .AND KARL HOWARD, F ST. LOUIS, MISSOURI, ASSIGNORS, BY LVIESNE ASSIGNMENTS, TO GENERAL STEEL CASTINGS CORPORATION, OF GRANITE CITY, ILLINOIS, A CORPORATION OF DELAWARE ARTICULATED LOCOMOTIVE Application. led August 29, 1927.

Our invention relates to railway rolling stock and consists in a novel locomotive struc-V ture. The locomotives developed in recent years have been so heavy and so long that it has become the practice to utilize trailing trucks at the rear of the drivers for the purpose of supporting the weight of the iirebox, ash-pan, cab, and adjacent superstructure. rlhese trailing trucks have had two and f sometimes four idler wheels which have no tractive value, and in order to increase the efficiency of the locomotive, particularly in starting and in ascending steep grades, booster motors have been applied to the f axles of normally idler wheels of such trailing trucks. The increased sizes and fuel demands of these large locomotives have necesstated corresponding increases in the size and capacity of the locomotive tenders, and

f the truck wheels of the tenders have also been idlers usually having no tractive value although it has been proposed to apply booster engines to the tender trucks also, but it will be understood that booster motors either on a; the trailing trucks under the engine or on "1 described and because of the requirement of iirebox and ash-pan clearance, it is impractical to provide driving Wheels for supporting the engine structure throughout its entire length and another object of our invention is to support a portion of the engine superstructure on the tender frame, thereby increasing the Weight on the tender Wheels Which we utilize as drivers.

Another object of our invention is to provide a large iireboX and ash-pan structure for a locomotive of this type by designing an engine bed which will not unduly limit the.

lateral extension of the fireboX and ash-pan.

Another object of our invention is to proide an underframe or bed for the engine Serial No. 216,136.

and an underframe for the tender which Will possess the necessary strength for carrying the superimposed loads and for transmitting draft and buiiing forces and at the same time will necessitate a minimum amount of materia-l and a minimum amount of machining and assembly labor.

lVe also desire to provide a simple and rigid construction of the tender frame and liotsdconnection to the engine underframe or Another object of our invention is to utilize a portion of the `framing of an articulated locomotive for the purpose of carrying a part of the water supply, thereby lightening the water tank structure and also lowering the center of gravity of the structure.

These general object-s and other more detailed objects of our invention are attained in the construction illustrated in the accompanying drawings, in which- Figure l is a side elevation of a preferred form of our improved articulated locomotive.

Figure 2 is a rear elevation of the tender.

Figures 3, 4c, 5, A6, and 7 are vertical transverse sections taken on lines 3 3, 4 4, 5 5, 6 6,A and 7 7 of Figure l, the superstructure being indicated in the respective sections by single lines as the same does not form a part of our present invention and is not detailed.

Figure 8 is a side elevation of a modified form of our invention.

Figures 9 and 10 are vertical transverse sections illustrating a modiiied tender structure.

Figure 11 is a rear elevation of a modified tender structure.

Figure 12 is a transverse vertical section through another modiiied form of tender.

Figure 13 is a side elevation of the adjacent portions of the locomotive and tender embodying another modification of our invention.

Figures 14 and 15 are vertical transverse sections on lines M -lA and l 15 of Figure 13.

Figure 16 is a top view of one-half of the cradle of the locomotive illustrated in Figures 13 to 15.

Figure 17 is a top view of one-half of the engine and tender frames illustrated in Figure 1.

Figure 18 is a vertical longitudinal section taken on line 18-18 of Figure 17.

In the following description in order to more clearly identify the parts referred to and to avoid the unnecessary application of the same term to different portions of the structure, we shall refer to the front element 1 of our articulated locomotive as the engine and to the rear element 2 as the tender, although it is to be understood that the tender also includes engine structure. We shall refer to the underframe 3 of the engine as the engine bed and to the underframe 4 of the tender as the tender frame. Preferably the engine bed and the tender frame are each formed of a single casting and the bed 3 includes side frames provided with integral pedestal portions 5, a front deck plate G, and a centrally located,

-rearwardly extending draft transmitting member 7. If desired, the boiler saddle 8 and steam cylinders 9 and steam chests 10 may be formed integrally with. the bed 3, but this is not essential to our invention.

The engine bed is mounted upon the drivers 11 by means of a spring system includ ing springs 12, hangers 13, and equalizers 14 pivoted on the side frames of the bed. The ends of this spring system are anchored to the bed at 15. rllhe springs 12 will be carried on the driver journal boXes by means of the usual saddles which are omitted from the drawings in order to leave the bed construction more apparent. The lower portion of member 7 includes elements 16 forming` a pocket for a unit drawbar 16a, or other draw bar, which couples the engine to the tender independently of the interengaging bearings on the engine and tender fram-es.

rllhe tender frame 4 includes integral pedestals 17, a forwardly extending bearing portion 18, and a forwardly facing pocket 19. l. radial bufiing device of any approved type may be installed between the locomotive and tender and is indicated generally at B. rlhis device is spaced a substantial distance to the rear of the drawbar. Cylinders 20 and steam chests 21 may be formed integrally with the rear portion of frame 4 and the rear end of the latter terminates in an end sill 22 in which the usual coupler 23 is mounted.

rlhe tender fram-e is carried on the drivers 24 through a suitable spring system including springs 25, hangers 26, and equalisers 27, the ends of the spring system being anchored to the bed at 28. The springs 26 are carried on the driver boxes simila to the mounting of the engine springs, the inouting elements being similarly omitted for purposes of clearer illustration.

Reference to Figures 3 and 4 will indicate the tender underframe construction which adapts the same to be utilized as a portion of the water tank. In these figures the central portion 29 has imperforate side and -bottom walls and has a top portion 3() extending outwardly over the drivers. At the drivers, this central portion is narrower to provide for the pedestals 17, as indicated in Figure 3, and intermediate the drivers the portion 29 may be widened as indicated in Figure 4. At these intermediate points the top portion 30 is braced by inclined walls 31. The top portion 30 is recessed as indicated at 30al in Figure 2 to clear the steam chest and valve chamber.

rllhe bearing portion 18 at the front of the tender frame is directly over the front driver 24 and projects beneath one or more bearing elements 32 provided on the rear end of the engine member 7. We have shown a sliding engagement of the engine and tender bearings, but it will be understood that rocker or roller bearings may be substituted for the sliding bearings indicated.

The engine fire box is located between the engine rear driving wheels and the tender front driving wheels, the lire box mud ring being indicated at 33 and the ash pan being indicated at 34. This ash pan, as best indicated in Figure 5, straddles the member 7 on the engine bed and extends outwardly beyond the mud ring 33 and is provided with a plurality .of hoppers 35 through which theV ashes may be discharged to the road bed.

The front end of the engine bed 3 is supported by a four wheel engine truck 36 and the rear end of the tender frame is supported by a similar four wheel truck 37. Trucks 36 and 37 can be eithera. swivel truck with lateral motion or a swinging truck with radius bar. steam cylinders 9 and 20 are provided with pistons which are operatively connected to the respective groups of drivers by the usual piston rods and connecting rods including suitable cross heads, valve gears, etc. (not shown).

In the above described structure, the engine superstructure is mounted upon the' bed 3 by the usual expansion plates 38 and the fire boX spans the space between the rear ends of the side members of the bed and the forward portion of the tender frame. The weight of the rear portion of the lire box and of the cab structure 39 rests directly upon the front end of the tender frame 4 and is transmitted to the tender drivers 24, the forward one of which is directly beneath the engine cab 39. Hence a substantial portion of the weight, of the engine structure is transferred to the rear group of driving wheels and the trailing truck construction in general use is entirely eliminated.

The same general arrangement and advan tages are retained in the modification illuslt will be understood that the trated in Figure 8, but in this construction the front tender driver 40 is beneath the front end of the tender tank 41 and the tender frame 42 projects forwardly at 43 to engage and support the rear portion of the engine superstructure similarly to the support afforded by the tender frame shown in Fig ure 1.

Figure 9 illustrates a modified tender structure in which the tender frame does not form a portion of the tank structure but comprises center sills 44, side sills 45, and transoms 46 adapted to carry a rectangular tank or superstructure in the usual manner. The pedestals 47 for the drivers extend downwardly below the level of the transoms 46. y

In the tender frame illustrated in Figure 10, arms 48 are provided on the center sills 49 and the tender frame does not have any side sills, the tank including large angles 50 which carry the tank load between arms 48.

Figure 11 illustrates a tender structure similar to that shown in Figure 2 but in which the steam cylinders 51 and their chests or valve chambers 52 are formed in separate units with the brackets 53 by which they may be applied to the sides 54 of the tender frame.

In the modified tender structure illustrated in Figure 12, the upper portion of the underframe terminates in an arcuate seat 55 provided with suitable extensions 55n and adapted to mount a cylindrical tank structure. All of the tank mounting elements are so arranged as to accommodate the pedestal portions 56 and to clear the drivers.

In the construction illustrated in Figures 13 to 16 the rear portion of the engine bed 57 merges with a wide cradle structure 58, the sides of which are located farther apart than the sides of the frame and with this structure an adequateash pan 59 may be accommodated between the sides of the cradle. The sides of the cradle extend upwardly and rearwardly and at their rear ends merge to form a deck plate 60 which is carried upon the forward portion of the tender frame 61 similarly to the arrangement shown in Figure 8. rlhis arrangement, however, permits the draft pocket 62 on the engine to be located farther back and results in a corre sponding shortening of the forward portion of the tender frame.

We contemplate the exclusive use of these and such other variations in the details of construction of our improved locomotive as come within the scope of our claims.

We claim:

1. A tender frame forming a water tank bottom and having steam cylinders formed integrally therewith.

2. In a tender underframe, a central tankn like portion below the level of the remaining portions of said underframe and extending substantially `the, length of the underframe and adapted to contain water, and side portions projecting outwardly from the top of said central portion and adapted to form the bottom of a tank and to mount side sheets of a tank structure.

3. In a tender underframe, a central tanklike portion adapted to contain water and a portion extending outwardly from said central portion and adaptedto form the bottom of a tank and to mount side sheets of a tank structure, and inclined elements between the bottom of said vcentral portion and the sides of said top portions for reinforcing the latter.

4. In a tender underframe, a horizontal web forming the bottom of the water tank and extending outwardly beyond. the wheel gauge, a portion of said web being deiected. upwardly to provide a recess for steam cylinders carried by the underframe.

5. In a tenderfor an articulated locomotive, an underframe having driver pedestals and having a horizontal web forming the bottom portion of a tank, and steam .cylinders adjacent certain of said pedestals, the portions of said web ladjacent said cylinders being elevated and passing over said cylinders.

6. In a tender for an articulated locomotive, an underframe having driver pedestals, and having a horizontal web forming the bottom portion of a tank, and steam supply chambers adjacent certain of said pedestals, the portions of said web adjacent said chambers being elevated and passing over said chambers.

7. A tender underframe for a locomotive having steam cylinders integral therewith, and water tank elements over said cylinders.

8. A tender underframe for a locomotive having steam cylinders and steam supply chambers integral therewith and tank elements over said supply chambers.

9. A tender underframe for a locomotive having a plurality of driver pedestals and steam cylinders and water tank elements integral therewith.

10. A tender underframe for a locomotive having a plurality of driver pedestals, steam cylinders, steam supply chambers and water tank elements integral therewith.

11. A tender frame forming a water tank bottom and including steam cylinders.

12. A tender frame forming a water tank bottom and including a plurality of driver pedestals and steam cylinders.

18. A tender frame forming a water tank bottom and including steam cylinders and steam supply chambers.

14. A tender frame forming a water tank botto-m and including a plurality of driver pedestals, steam cylinders and steam supply chambers.

15. In a tender underframe, a central depressed portion below the level of the side portions of the frame and extending the length of said underrame-,"szLid side portions extending laterally outwardly Vfromy the topl said central portion and adaptedto mount sld-e sheets of a` tank structure, said portions being adapted to contain liquids and forming the bottom member of a single tank.

16. A tender underframe for an articulated locomotive provided with a support at its forward end for the engine superstructure und provided with :L druwbar pocket below the level of said support.

17. In a tender underrame for an articulated locomotive, pedestals rigid with the underframe structure, driving wheels journailed in seid pedestals, and a support for locomotive superstructure at a. point on said underframe spa-Ced inwardly of said pedestels.

1n testimony whereof we hereunto aix our signatures this 9th day of Aug., 1927.

CHARLES F. FREDE. KARL Sv. HOWARD. 

